Narrative:

Aircraft #1 was cleared to land on the runway. A king air previously cleared to cross the runway inadvertently stopped on the runway. Ground and I didn't have king air on frequency. I issued aircraft #1 go around with standard climb out instructions to fly runway heading maintain 3500 ft; until south of the field. Usually the climb happens abeam the control tower; but during this go around; a cessna had strayed into the departure corridor converging at 4200 ft. After issuing aircraft #1 go around; I was advised by the intersecting runway tower controller of his departure aircraft #2. I had previously advised the tower controller of my go around. The departure was a B752 (aircraft #2). (While I mentioned 'intersecting;' actually with current runway construction; management advised us to treat them as 'non intersecting' runways.) the other tower told aircraft #2 to stay low; but with a cessna running 'amok' through the departure corridor; I couldn't climb or descend or turn left (wake turbulence). I immediately issued a traffic alert to aircraft #1; advised aircraft of aircraft #2 location; direction; and advised aircraft #1 turn to avoid. No response. I re-issued the traffic alert. Without any procedures in place to address; I quickly determined with such close proximity to each other; converging at a high rate; that if I issued a right heading to aircraft #1 without aircraft #1 seeing aircraft #2 at a standard rate of turn; the 2 aircraft had the possibility of joining. Aircraft #1 responded immediately after my second call stating a right turn. After aircraft #1's turn; I issued a third traffic alert for the cessna 1 O'clock position; 1/2 mi; 500 ft above; northbound; and gave aircraft #1 a heading to diverge from aircraft #2 and restated 3500 ft for the cessna. After coordination with departure; I left aircraft #1 on that heading and once clear of the cessna; 7000 ft and told to contact the departure controller.

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Original NASA ASRS Text

Title: LAS TWR CTLR DESCRIBED NMAC WITH NUMEROUS FACTORS CONTRIBUTING TO THE CONFLICT AT APPROX 600 FT BETWEEN A GAR AND DEP FROM ANOTHER RWY.

Narrative: ACFT #1 WAS CLRED TO LAND ON THE RWY. A KING AIR PREVIOUSLY CLRED TO CROSS THE RWY INADVERTENTLY STOPPED ON THE RWY. GND AND I DIDN'T HAVE KING AIR ON FREQ. I ISSUED ACFT #1 GAR WITH STANDARD CLBOUT INSTRUCTIONS TO FLY RWY HDG MAINTAIN 3500 FT; UNTIL S OF THE FIELD. USUALLY THE CLB HAPPENS ABEAM THE CTL TWR; BUT DURING THIS GAR; A CESSNA HAD STRAYED INTO THE DEP CORRIDOR CONVERGING AT 4200 FT. AFTER ISSUING ACFT #1 GAR; I WAS ADVISED BY THE INTERSECTING RWY TWR CTLR OF HIS DEP ACFT #2. I HAD PREVIOUSLY ADVISED THE TWR CTLR OF MY GAR. THE DEP WAS A B752 (ACFT #2). (WHILE I MENTIONED 'INTERSECTING;' ACTUALLY WITH CURRENT RWY CONSTRUCTION; MGMNT ADVISED US TO TREAT THEM AS 'NON INTERSECTING' RWYS.) THE OTHER TWR TOLD ACFT #2 TO STAY LOW; BUT WITH A CESSNA RUNNING 'AMOK' THROUGH THE DEP CORRIDOR; I COULDN'T CLB OR DSND OR TURN L (WAKE TURB). I IMMEDIATELY ISSUED A TFC ALERT TO ACFT #1; ADVISED ACFT OF ACFT #2 LOCATION; DIRECTION; AND ADVISED ACFT #1 TURN TO AVOID. NO RESPONSE. I RE-ISSUED THE TFC ALERT. WITHOUT ANY PROCS IN PLACE TO ADDRESS; I QUICKLY DETERMINED WITH SUCH CLOSE PROX TO EACH OTHER; CONVERGING AT A HIGH RATE; THAT IF I ISSUED A R HDG TO ACFT #1 WITHOUT ACFT #1 SEEING ACFT #2 AT A STANDARD RATE OF TURN; THE 2 ACFT HAD THE POSSIBILITY OF JOINING. ACFT #1 RESPONDED IMMEDIATELY AFTER MY SECOND CALL STATING A R TURN. AFTER ACFT #1'S TURN; I ISSUED A THIRD TFC ALERT FOR THE CESSNA 1 O'CLOCK POS; 1/2 MI; 500 FT ABOVE; NBOUND; AND GAVE ACFT #1 A HDG TO DIVERGE FROM ACFT #2 AND RESTATED 3500 FT FOR THE CESSNA. AFTER COORD WITH DEP; I LEFT ACFT #1 ON THAT HDG AND ONCE CLR OF THE CESSNA; 7000 FT AND TOLD TO CONTACT THE DEP CTLR.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.